Providing dynamic routing alternatives based on determined traffic conditions

ABSTRACT

Methods, devices, and systems are provided to determine traffic conditions along a traffic path and dynamically present one or more entities with at least one alternate route. The alternate route is determined based on a number of entities along the traffic path and available routing points adjacent to the traffic conditions. The alternate route may be configured to optimize traffic for an entire traffic system rather than only optimizing traffic for receivers of the alternate routes. Data relating to the alternate routes presented to the entities can be tracked. This data may be used to evaluate an effectiveness of the routing decisions made. Effectiveness can be measured in cost and time saved or spent. Information, such as the data, determinations of the data, and/or even effectiveness of alternate routes, can be distributed to one or more parties. Distribution of the information may be associated with a tiered cost structure.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 14/698,127, filed on Apr. 28, 2015, which claims the benefit ofand priority, under 35 U.S.C. § 119(e), to U.S. Provisional ApplicationSer. No. 61/987,060, filed May 1, 2014, entitled “Providing DynamicRouting Alternatives Based on Determined Traffic Conditions”; and62/032,750, filed Aug. 4, 2014, entitled “Providing Dynamic RoutingAlternatives Based on Determined Traffic Conditions.” The entiredisclosures of the applications listed above are hereby incorporated byreference, in their entirety, for all that they teach and for allpurposes.

BACKGROUND

Traffic, in a transportation sense, generally refers to the movement ofentities (e.g., people, etc.) by foot and/or by conveyance. Typicallyconveyances can include vehicles, such as, bicycles, cars, trucks,busses, and other travel aids. As can be appreciated, the entities maytravel as individuals, groups, etc., and/or combinations thereof. Attimes, the flow of traffic may be interrupted by at least one of delays,congestion, travel path design (e.g., intersections and conjunctions ofstreets, roads, bike paths, highways, etc.), accidents, traffic flowcontrol systems, and other traffic conditions. Other conditions can alsocontribute to decreases in traffic flow. Examples of these conditionsmay include, but are in no way limited to, weather (e.g., rain, snow,ice, fog, etc.), time of day (e.g., rush hour, etc.), speed traps,careless/distracted driving, travel path conditions (e.g., potholes,cracks, surface debris, spills, etc.), and the like.

Two major causes of traffic congestion can be attributed to accidentsand construction. In general, traffic can be managed in advance of aplanned construction project. This management may include route detours(e.g., an alternate route around the construction), lane closures, roadclosures, warnings of the detours in the form of signs posted about theconstruction condition, etc. In most cases, the management of traffic isstatic, or preplanned, and lasts for the length of a constructionproject or phase of a construction project. In other words, themanagement of traffic surrounding a construction area does notsubstantially change over time, even when traffic congestion increasesor decreases over that time. As can be appreciated there is nointelligent management of traffic in this situation.

Unfortunately, the management of traffic in response to an accident isnot usually planned, and as such, can cause even more problems withcongestion, delays, and interruptions in traffic flow. As streets,lanes, roads, and other travel paths are closed, traffic is diverted byone or more signs, officials, and forced alternate routes. Among otherthings, these traffic management techniques result in an increase incongestion in the areas adjacent to the traffic condition and along theforced alternate routes. Moreover, with respect to accident conditions,the management of traffic occurs only after a period of time has passedsince the accident occurred. These techniques typically only shift thetraffic congestion and/or result in new accidents.

SUMMARY

It is with respect to the above issues and other problems that theembodiments presented herein were contemplated. In general, embodimentsof the present disclosure provide methods, devices, and systems by whichdynamic traffic route alternatives are presented to one or more entitiesbased on determined traffic conditions. In some embodiments, a trafficmanagement module may be configured to receive traffic information fromone or more traffic information monitors. Upon detecting that a trafficcondition (e.g., accident, crash, disruption, congestion, road work,maintenance, construction, or other change in traffic flow rate, etc.)has occurred, the traffic management module may be configured to analyzea traffic situation and provide alternative routing suggestions based onthe analysis. The traffic management module may be configured todetermine alternate, or alternative, routes in cases of recurring (e.g.,rush hours, scheduled events, etc.) and/or non-recurring (e.g.,accidents, crashes, construction, maintenance, emergency situations,etc.) delays. In some cases, the analysis may include calculatingoptimized traffic flow based on at least one of, a number of entities inthe interrupted traffic path, distances between nodes along the trafficpath, distances between nodes along alternative routes, costs associatedwith alternative routes, number of available alternative route nodes tothe entities of the interrupted traffic path, destinations of theentities, speed of travel, location of the entities, direction oftravel, and the like. The optimized traffic flow may include providingalternative routes to a number of entities to improve traffic flow forthe entire traffic system. In some embodiments, the optimized trafficflow may provide routing alternatives that are determined to be optimalfor the entire traffic system and individual users. In one embodiment,the traffic in a traffic system may be optimized on a system-wide basisfor participants in the system (e.g., entities in the system receivingrouting alternatives, etc.) as well as nonparticipants (e.g., entitiesin the system that do not receive routing alternatives, etc.) Thevarious alternative routes may be provided to entities at the same time,substantially the same time, and/or at different times. The alternativeroutes may differ between one or more entities and may be the result ofan applied transportation theory algorithm. In some embodiments, thetraffic flow for the entire traffic system may be optimized at thesacrifice of one or more entities in the traffic system. For example, anumber of entities may be routed via a number of alternative routes suchthat the traffic flow in the traffic system is substantially evenlydistributed. The traffic flow distribution may include reducing thenumber of congestion areas, minimizing congestion in a particular area,and/or distributing congestion or traffic flow along multiple routes inthe traffic system. Distributing traffic congestion in a traffic systemcan provide a benefit to the entire system and the entities thereinrather than only providing a benefit to a select group of subscribers,or entities (e.g., those receiving routing alternatives, etc.).

Alternative routes may be provided to one or more entities via apresentation to a user interface of a communication device (e.g., smartphone, tablet, computer, etc.). The presentation may include an audioand/or video presentation via the communication device. Additionally oralternatively, the presentation may be made in conjunction with anapplication running via the communication device. Additionally oralternatively, the presentation may be made in conjunction with one ormore other applications and/or application interfaces running via thecommunication device. For example, the communication device may berunning a traffic application having a map and/or turn-by-turndirections. The traffic application may be a custom applicationinstalled onto the communication device and configured to perform atleast one of the methods provided herein. In some cases, the trafficapplication may be an existing traffic and/or map application installedon a communication device. The existing traffic and/or map applicationmay receive information from the traffic management module and/or othercomponents in the traffic management system disclosed herein. In anyevent, when an alternative route is presented to the entity, the trafficapplication may display and/or sound an alert. The alert may notify theentity of the detected traffic condition and provide an alternativeroute via the communication device. This alternative route may beaccepted or rejected by the entity. In one embodiment, acceptance mayinclude interacting with a selection box presented to the communicationdevice. In another embodiment, acceptance by the entity may includefollowing the alternative route provided. Similarly, a rejection of thealternative route presented may include an entity interacting with aselection box presented to the communication device. In someembodiments, the entity may reject the presentation of the alternativeroute by not following the alternative route provided.

In one embodiment, the acceptance or rejection of an alternative routeprovided to an entity may affect subsequent traffic system and/oralternative route calculations. For example, a user in a first vehiclemay accept an alternative route provided by the traffic managementmodule. The acceptance of the alternative route by the user may berelayed or sent to the traffic management module, for example,automatically in response to accepting the alternative route. Continuingthis example, the traffic management module may assign the user in thefirst vehicle to the alternative route for any subsequent trafficmanagement calculations. As another example, the user in the firstvehicle may reject the alternative route provided. In this example, thetraffic management module may determine why the user rejected thealternative route provided and/or track the movements of the user in thetraffic system for algorithmic refinement information. In any event,this information may be used to refine the at least one algorithm usedby the traffic management module in determining alternative routes.Additionally or alternatively, the user may be considered an entity inthe original route selected by the user or a user-determined alternativeroute, which can be monitored by the traffic management module.

In some embodiments one or more alternative routes presented to anentity may be accepted automatically. For instance, an entity controlledby a traffic management system may be configured to automatically acceptprovided alternative routes. This automatic acceptance may be made byone or more autonomous vehicles in a traffic system and/or made via anautomatic traffic control system for one or more of the autonomousvehicles. Additionally or alternatively, the automatic acceptance of aprovided alternative route may be based on preferences associated with auser or entity in the traffic system.

In any event, the information associated with the acceptance and/orrejection of entities may be recorded in a traffic data memory. Amongother things, this information may be used by the traffic managementmodule in tracking entity behavior, determining an effectiveness of thepresentation, comparing alternative routes provided with other routestravelled by entities, refining alternative route selection, and more.

It should be appreciated that the routing alternatives provided by thetraffic management module do not require an entity in the system toprovide a destination in a travel application. For example, the presentdisclosure does not require an origin and destination information (e.g.,the definite planned aspect of travel, etc.) typically associated withgeneral driving direction applications. The alternative routes asdisclosed herein may be provided dynamically and in response todetecting any disruption in a travel path for any entity travellingalong the travel path. In some embodiments, travel directions may beprovided to an entity only when a disruption along the entity's travelpath is detected. As such, the methods, devices, and systems disclosedherein may be configured to provide direction only when it is needed inthe case of a detected disruption.

In some embodiments, the alternative routes determined by the trafficmanagement module may be different for one or more groups of entities.For instance, a first group of entities may be closer to a detectedtraffic condition than a second group of entities. In this example, thealternative routes provided to the first group may be limited based onthe available number of alternative routes. As such, the trafficmanagement module may determine to route the first group of entitiesbefore determining routing for the second group which may have moreavailable alternative routes. In some embodiments, the determination mayinclude calculating all routes simultaneously for all groups ofentities. As can be appreciated, one set of alternative routes may beprovided to entities in a first group, while a second different set ofalternative routes may be provided to the entities in the second group,and so on. The groups of entities may comprise one or more entity andcommunication device.

The alternative routes may be provided to a number of entities toimprove traffic flow for the entire traffic system. In other words,optimized traffic flow may provide routing alternatives that aredetermined to be optimal for the entire traffic system and individualusers considered together. In some embodiments, the routing alternativesmay direct various entities, or groups of entities, to achieve anoptimal traffic flow for traffic system at the sacrifice of theentities, or groups of entities, in the traffic system. For example, adisruption may be detected on a travel path of the traffic system, inresponse a first set of entities may be routed (i.e., provided withalternative routing instructions/direction) along a first path aroundthe disruption, while a second set of entities may be routed along asecond path around the disruption. Although the alternative routingprovided to the first and second set of entities may provide an optimalsolution for traffic flow in the traffic system, the alternative routingmay not be optimal for at least one of the first and second set ofentities. For instance, the second set of entities may be provided withat least one alternative route that increases a travel time for thesecond set of entities. As can be appreciated, the increased travel timefor the second set of entities in this example would not be consideredan optimal solution for the second set of entities, but it may result inan optimal solution for the entire traffic system.

Data (e.g., traffic information, etc.) used by the traffic managementmodule may be collected via a number of sources, as provided herein. Forinstance, data may be collected from one or more of governmentalentities, traffic management group, sensors, vehicles, cameras, motiondetectors, traffic information systems, users, communication devices,etc., and the like. In some embodiments, the data may be collected, atleast partially, from a traffic control operations center, centralmanagement system, traffic management system, operating traffic monitor,traffic controller, or other group. Aspects of the disclosure providedherein may be used to improve the traffic control operations center. Ascan be appreciated, the traffic management module and/or informationprovided by the traffic management module may be shared with the trafficcontrol operations center or other group. This cooperative sharing ofinformation may serve to provide improved traffic control techniques,management, design, and/or other traffic control strategies to thetraffic control operations center or other group. In some cases, thedynamic routing alternatives disclosed herein may operate as a trafficcontrol operations center in the cloud. The services offered by thistraffic control operations center in the cloud may be made available toa number of entities.

It is an aspect of the present disclosure that the informationcollected, analyzed, and/or used in traffic management system may bestored and/or distributed to one or more parties. One example ofinformation distribution may include reporting results of the trafficmanagement system to one or more parties. These one or more parties mayinclude, but are not limited to third parties, governmental agencies,regulatory agencies, groups, institutions, companies, privateorganizations and/or groups, public groups, individuals, emergencyservices, etc., and/or combinations thereof. In some cases, thedistribution and/or reporting may be restricted and/or associated with acost. For instance, a company may wish to collect all of the datarelating to traffic passing along a specific travel path in ageographical location. This data may be collected by the various devicesand systems described herein. In any event, the data may be associatedwith a cost, such that more detailed data (e.g., specific information,quantities of information, etc.) has a higher cost than less detaileddata (e.g., general information, low quantities of information, etc.).As another example, a private organization may pay for information thatthe private organization does not wish to share with one or more of theother parties. In this case, the information may be made available onlyto the private organization. In other words, the information may includerestricted access and/or security requirements to access the memoryhaving the information. These security requirements may be sold to theprivate organization and/or members thereof for a cost.

In some embodiments, the routing alternatives may be provided to one ormore users, such as, entities, end users, companies, groups, etc., basedon a subscription service model. For example, routing alternatives,data, traffic information, and/or other analyses (e.g., provided by thetraffic management module, etc.) may be provided to users in exchangefor users agreeing to various terms and conditions associated with asubscription. In one embodiment, the subscription may be structured as atiered-subscription model. The subscription, and/or various tiers of thesubscription, may be associated with a cost. For instance, variousservices and/or costs may be configured for a user based at leastpartially on which subscription tier the user is classified with. Thetiered-subscription model can include, but is not limited to, two ormore of, a first tier, a second tier, a third tier, a custom tier, andthe like.

The first tier may be associated with an entry-level or “free”information subscription tier. In some embodiments, a user in the firsttier may be required to agree to specific terms and conditions relatedto the tier in order to receive any information (e.g., traffic data,alternative routes, feedback, etc.) associated with the trafficmanagement module and/or system. Specific terms and conditions mayinclude the user providing at least one of the following non-limitingexamples, user information, user identification, user trafficinformation (e.g., allowing the traffic management module to collecttraffic information from at least one communication device associatedwith the user, etc.), communication device control authorization, datausage authorization, times associated with travel, etc. In oneembodiment, a user in the first tier may receive general informationregarding traffic conditions (e.g., from the traffic management module,etc.) in exchange for user data. General information may includenotifying the user of disruptions detected in a traffic system.

The second tier may be associated with a first “paid for” subscriptiontier. In some embodiments, the second tier may include one or moreaspects of the first tier, as described herein. In exchange for at leastthe payment made by the second tier user, the user may have access toenhanced traffic information (e.g., including traffic conditions,alternative routing preferences, etc.). Additionally or alternatively,the second-tier user may have access to alternative routing alerts. Thealternative routing alerts may be sent to the user via the trafficmanagement module communicating with at least one of the user'scommunication devices. In some cases, the alerts may be retrieved by auser, pushed automatically (e.g., in response to the detection of adisruption, etc.), and/or retrieved on a timed basis.

The third tier may be associated, with a second “paid for” subscriptiontier. In some embodiments, the third tier may include one or moreaspects of the first and/or second tier, as described herein. Inexchange for at least the payment made by the third tier user, which maybe greater than the payment of the second tier, the user may have accessto one or more of the following features: enhanced traffic information(e.g., including traffic conditions, alternative routing preferences,etc.), alternative routing alerts, priority routing alternatives (e.g.,third tier users are given cost/time saving routes over other users,etc.), priority alerts (e.g., alerts made to third tier users are madebefore alerts are made to other lower tiered users, etc.), stealth mode(e.g., the third tier user may not be required to provide trafficinformation—at least when compared to the extent of information providedby other users, etc.—to receive any information from the trafficmanagement module as provided herein.

A custom tier may be provided to organizations, fleets, governmentalentities, and/or other groups. The custom tier can include any of thefeatures associated with any other tier disclosed. Additionally oralternatively, the custom tier may include information specific to theusers associated with organizations, fleets, governmental entities,and/or other groups. For example, restricted paths may be provided to acarrier organization that transports goods from point to point. Therestricted paths may be based on vehicle load (e.g., weight, size,height, length, number of cars, number of axles, etc.), cargo (e.g.,hazardous, flammable, toxic, edible, perishable, etc.), driver rating(e.g., driver-in-training, international driver, etc.), and the like.The custom tier may be provided in exchange for an enhanced datacollection and traffic information from certain members of theorganizations, fleets, governmental entities, and/or other groups. Theenhanced data collection may include at least one of, start/stop times,time of travel, routes taken, routes expected, route deviations,personal user information, vehicle identification, etc., and moreassociated with a user.

In some embodiments, information gathered by the traffic managementsystem and/or the traffic management module, as provided herein may bemonetized. For example, the information may be sold to traffic controlentities, organizations, companies, government agencies, governmentalentities, groups, individuals, and the like. For example, theinformation may provide one or more of, general system information,traffic reconfiguration, recommended control strategies, statistics,traffic improvement recommendations, etc. In some cases, the trafficcontrol entities, organizations, companies, government agencies,governmental entities, groups, individuals, and the like may be providedwith a “veto power” authority to reject, override, and/or adjustalternative routing provided by the traffic management module. Thetraffic control entities, organizations, companies, government agencies,governmental entities, groups, individuals, and the like in this casemay suggest other alternative routing or force the traffic managementmodule to recalculate alternative routing based on specifically providedcriteria. In one embodiment, one or more of the above can be provided totraffic control entities, organizations, companies, government agencies,governmental entities, groups, individuals, and the like, in exchangefor money. Additionally or alternatively, the above can be provided totraffic control entities in exchange for data collected by one or moreof the traffic control entities' systems.

Aspects of the present disclosure are directed to maintaining a userpool via providing feedback to one or more users of the system. Feedbackmay be generated based on at least one of detected system settings, userbehavior, user preferences, costs of travel, times of travel, routingalternatives followed, routing alternatives ignored, travelimprovements, lack of using routing alternatives, etc.

Feedback may be provided to users based on their use and/or non-use ofthe system and/or routing alternatives. The feedback may be provided toa user in a written, audible, and/or visual presentation form. Examplesof presentations may include, but are in no way limited to, emailmessages, instant messages, push messages, alerts, notifications, and/orother presentation. The presentations disclosed herein may be providedto a communication device associated with a user. By way of example, afirst user may be presented with the following feedback via the user'ssmart-phone: “You could have saved 15 minutes on your journey today hadyou used the routing alternatives provided by the system.” This feedbackmay be presented when the user did not use the routing alternativesgenerated by the traffic management module. As another example, a usermay be presented with the following feedback: “You saved 5 minutes eachday this week on your routes by following the routing informationprovided by the system.” As yet another example, a user may be presentedwith the following feedback: “You have saved 12 gallons of gasoline thismonth by following the routing alternatives system guidance.”

Feedback may be provided based on the behavior and/or information ofothers. For instance, a user may be provided with the followingfeedback: “Non-users spent an extra 10 minutes in traffic yesterday.” Inthis example, the user may know that the system is working, even thoughthe benefit to the user was not readily detectable without comparison tonon-users.

The feedback may be used to present suggestions based on past behavior.For example, a user may be provided with the following feedback: “Wenoticed you take route ‘A’ every day, you could save time/money/gas ifyou took route ‘B’ or left earlier or later.” This suggestion may bemade by analyzing collected traffic data and calculating, via thetraffic management module, optimal routing alternatives for the useralone, regardless of overall traffic system optimization.

In some embodiments, feedback may be provided to fleets, such as,organizations (e.g., police, fire department, etc.), companies (e.g.,carrier, shipper, cable, telephone, power, water, food delivery, and/orother companies having multi-vehicle fleets), and/or governmentalagencies (e.g., U.S. Mail, Federal Prisons, etc.), as an incentive toparticipate with and adopt the traffic management system. The feedbackmay include providing information related to each vehicle in a fleet inexchange for collecting traffic information from the fleet. Theinformation may include, but is not limited to, standard routesfollowed, deviations from standard routes, average times, speedstraveled, start times, stop times, routes followed, etc. In some cases,fleets may be provided with feedback relating to restricted pathstraveled, regulation violations, and/or legal violations committed by auser in the fleet. In some cases, other information may be provided tothe fleet as an incentive to participate with and adopt the trafficmanagement system.

It is an aspect of the present disclosure that a number of theories maybe combined and/or employed by the traffic management module indetermining disruptions, traffic incidents, alternative routing, trafficflow, etc. In one embodiment, traffic incidents or disruptions may bedetermined based on an evaluation of data received from one or moreentities in the traffic system. For example, a first entity may bedetected as travelling at 55 miles per hour (mph) at a first time (T1)and at a first location (L1) and at 45 mph at a second time (T2) and asecond location (L2). This decrease in travel speed from T1 to T2 may beused by the traffic management module to predict a slowing of traffic,disruption, or a traffic incident, in an area associated with one ormore of T1 and T2 (e.g., areas adjacent to and/or including L1, L2,etc.). Similar, if not identical, predictions may be made by the trafficmanagement module based on data detected and received from a group oftwo or more entities in a traffic system. In some embodiments, entitiestravelling at substantially similar speeds, within a predetermineddistance of one another, and/or along a particular path may form a groupof entities. Grouping one or more entities together can provide forfaster processing by the traffic management module. By using onlynon-redundant data provided by the group (e.g., by using only oneinstance of any redundant or analogous data and/or unique data, etc.)the traffic management module may make fast calculations on a reduceddata set. This reduced data set may be used to provide alternativerouting to one or more entities in the group or to all of the entitiesof the group.

In some embodiments, a user may be provided with an alternative routenotification and/or message at a communication device. The notificationand/or message may include an option for receiving an alternative routemap. For example, a user may choose to receive an alternative route(e.g., in the form of a map and/or instructions, etc.) by interactingwith the notification and/or message. Interaction may include selectinga link, hyperlink, uniform resource locator (URL), button, and/or thelike. In any event, the selection may be configured to present thealternative route to the user via a graphical user interface (GUI) of acommunication device. In some embodiments, alternative routes and/orcommunications may be provided to a user via a direct individualizedmessaging system. Additionally or alternatively, the alternative routesand/or communications may be provided to a number of users generically.

Adjustments to the traffic management and/or settings can be based on aplanned change to the system, a planned event, and/or real-time data. Inone embodiment, when real-time data is received, the traffic managementmodule can anticipate disruptions, traffic incidents, and/or changes totraffic flow, and in response change the operation of the trafficsystem. Changing the operation of the traffic system may includeproviding alternative routes to one or more entities before a disruptionoccurs. For instance, a major football game may end in the evening at aparticular time. Continuing this example, the traffic management modulemay determine to route entities away from a common pathway that will beused by those leaving the football game. While this alternative routingmay be inconvenient for one or more entities travelling along the commonpathway, the rerouting of those one or more entities provides a benefitfor the flow of traffic in the system.

Determinations may be made in considering whether it is reasonable toprovide an alternate route for a particular entity or group of entities.These determinations may include entity and/or user preferences, userinput, number of occupants associated with a vehicle and/or entity,information about the occupants associated with a vehicle and/or entity,severity of a traffic incident or disruption, and/or the like.

In some embodiments, a user may be presented with routing options foralternative routes. This presentation may be made via a GUI of acommunication device. In any event, the options may include alternativeroute preferences (e.g., continually moving, fuel conservation, timeconservation, side roads, highway roads, etc.), emergency override ofalternative routing, requesting an emergency route to a destination,accepting provided alternative route, rejecting provided alternativeroute, etc., and/or combinations thereof. In one embodiment, the optionsmay be selected automatically (e.g., via a communication device, server,and/or the traffic management module, etc.) and based on preferencesassociated with a user. The preferences may be stored locally to a user(e.g., in the memory of a communication device) and/or remotely from auser (e.g., on a server, in the cloud, and/or in a memory associatedwith the traffic management module, etc.).

Users may be rewarded for enrolling to automatically accept alternativeroutes that increase the time of travel and/or the travel distance. Thisincrease may be measured against an average alternative route providedto users in the traffic system, based on a comparison of otheralternative routes provided to users in the traffic system, and/or othermethod. In one embodiment, a user may be awarded with emergency overridecredits that can be used by a user to reject an alternative routeprovided and/or request a preferred alternative route. The preferredalternative route may decrease the travel time and/or the traveldistance (e.g., when compared to other alternative routes or an averagealternative route, etc.) of an alternative route provided to the user.

In some embodiments, traffic density may be used to predict traffic flowincidents, disruptions, and/or other traffic system information. Forinstance, a group of entities may be determined to be in spatialproximity to one another and travelling at a particular speed and in aparticular direction along a path. As the density of entities increases(e.g., the number of entities in the group increases, etc.) the higherthe risk of possible traffic disruptions in locations associated withthat group. Additionally or alternatively, as a density of trafficincreases a number of traffic monitors and/or sensors may sample at anincreased rate of speed (e.g., from measuring every X times per secondto measuring every 2X times per second, etc.).

The phrases “at least one”, “one or more”, and “and/or” are open-endedexpressions that are both conjunctive and disjunctive in operation. Forexample, each of the expressions “at least one of A, B and C”, “at leastone of A, B, or C”, “one or more of A, B, and C”, “one or more of A, B,or C” and “A, B, and/or C” means A alone, B alone, C alone, A and Btogether, A and C together, B and C together, or A, B and C together.When each one of A, B, and C in the above expressions refers to anelement, such as X, Y, and Z, or class of elements, such as X₁-X_(n),Y₁-Y_(m), and Z₁-Z₀, the phrase is intended to refer to a single elementselected from X, Y, and Z, a combination of elements selected from thesame class (e.g., X₁ and X₂) as well as a combination of elementsselected from two or more classes (e.g., Y₁ and Z₀).

The term “a” or “an” entity refers to one or more of that entity. Assuch, the terms “a” (or “an”), “one or more” and “at least one” can beused interchangeably herein. It is also to be noted that the terms“comprising”, “including”, and “having” can be used interchangeably.

The terms “determine,” “calculate,” and “compute,” and variationsthereof, as used herein, can be used interchangeably and can include anytype of methodology, process, mathematical operation, or technique.

The term “means” as used herein shall be given its broadest possibleinterpretation in accordance with 35 U.S.C., Section 112, Paragraph 6.Accordingly, a claim incorporating the term “means” shall cover allstructures, materials, or acts set forth herein, and all of theequivalents thereof. Further, the structures, materials or acts and theequivalents thereof shall include all those described in the summary ofthe invention, brief description of the drawings, detailed description,abstract, and claims themselves.

The term “module” as used herein can refer to any known or laterdeveloped hardware, software, firmware, artificial intelligence, fuzzylogic, or combination of hardware and software that is capable ofperforming the functionality associated with that element.

The terms, “optimal routing,” “optimal route,” and “optimal solution,”as used herein can be used interchangeably and can refer to one or moreroutes generated via one or more of the methods and systems providedherein that increase a flow of traffic in response to detecting acongestion of traffic in a traffic system. The optimal solution canprovide a number of routing alternatives to entities in the trafficsystem to maintain at least some level of traffic flow in the trafficsystem, on a system-wide basis. For example, the optimal route mayprovide one or more routes that are determined via at least onetransportation theory algorithm stored in memory and executed by atraffic management module, where a number of entities, a number ofpaths, and a number of traffic conditions that define the traffic systemand a first operating condition at a first time, are input into the atleast one transportation theory algorithm. The one or more routes can beprovided to various entities in the system to increase traffic flow inthe traffic system. It should be understood that the optimal routing mayinclude providing different alternative routes to first, second, and/orthird sets of entities, and so on, that may not be optimal for at leastone set of the entities, but may be optimal for the traffic system.

“Queueing theory” refers to algorithms for characterizing or definingthe behavior of queues. Queueing theory is generally considered a branchof operations research because the results are often used when makingbusiness decisions about the resources needed to provide services. Aqueueing model based on the Poisson process and its companionexponential probability distribution often meets these two requirements.A Poisson process models random events (such as a customer arrival, arequest for action from a web server, or the completion of the actionsrequested of a web server) as emanating from a memoryless process. Thatis, the length of the time interval from the current time to theoccurrence of the next event does not depend upon the time of occurrenceof the last event. In the Poisson probability distribution, the observerrecords the number of events that occur in a time interval of fixedlength. In the (negative) exponential probability distribution, theobserver records the length of the time interval between consecutiveevents. In both, the underlying physical process is memoryless. Examplesof queueing theory functions or principals include, but are in no waylimited to, BCMP network, Buzen's algorithm, Ehrenfest model, fork-joinqueue, Gordon-Newell network, Jackson network, Little's law, Markovianarrival processes, Pollaczek-Khinchine formula, quasireversibility,random early detection, renewal theory, the Poisson process, and thelike. Models based on the Poisson process often respond to inputs fromthe environment in a manner that mimics the response of the system beingmodeled to those same inputs. The analytically tractable models thatresult yield both information about the system being modeled and theform of their solution. Even a queueing model based on the Poissonprocess that may do a relatively poor job of mimicking detailed systemperformance can be useful. The fact that such models often give“worst-case” scenario evaluations appeals to system designers who preferto include a safety factor in their designs. The form of the solution ofmodels based on the Poisson process often provide insight into the formof the solution to a queueing problem whose detailed behavior is poorlymimicked. As a result, queueing models are frequently modeled as Poissonprocesses through the use of the exponential distribution.

“Transportation theory” refers to the study of optimal transportationand allocation of resources. The transportation problem as it is statedin modern or more technical literature looks somewhat different becauseof the development of Riemannian geometry and measure theory. Examplesof transportation theory functions or principals include, but are in noway limited to, Wassertein metric, transport function, and the Hungarianalgorithm.

It should be understood that every maximum numerical limitation giventhroughout this disclosure is deemed to include each and every lowernumerical limitation as an alternative, as if such lower numericallimitations were expressly written herein. Every minimum numericallimitation given throughout this disclosure is deemed to include eachand every higher numerical limitation as an alternative, as if suchhigher numerical limitations were expressly written herein. Everynumerical range given throughout this disclosure is deemed to includeeach and every narrower numerical range that falls within such broadernumerical range, as if such narrower numerical ranges were all expresslywritten herein.

The preceding is a simplified summary of the disclosure to provide anunderstanding of some aspects of the disclosure. This summary is neitheran extensive nor exhaustive overview of the disclosure and its variousaspects, embodiments, and configurations. It is intended neither toidentify key or critical elements of the disclosure nor to delineate thescope of the disclosure but to present selected concepts of thedisclosure in a simplified form as an introduction to the more detaileddescription presented below. As will be appreciated, other aspects,embodiments, and configurations of the disclosure are possibleutilizing, alone or in combination, one or more of the features setforth above or described in detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are incorporated into and form a part of thespecification to illustrate several examples of the present disclosure.These drawings, together with the description, explain the principles ofthe disclosure. The drawings simply illustrate preferred and alternativeexamples of how the disclosure can be made and used and are not to beconstrued as limiting the disclosure to only the illustrated anddescribed examples. Further features and advantages will become apparentfrom the following, more detailed, description of the various aspects,embodiments, and configurations of the disclosure, as illustrated by thedrawings referenced below.

FIG. 1 is a block diagram depicting a traffic management system inaccordance with an embodiment of the present disclosure;

FIG. 2 shows a map of a traffic area having a travel path andalternative routes in accordance with embodiments of the presentdisclosure;

FIG. 3 shows a map of a traffic area having multiple travel nodes foralternative routes in accordance with embodiments of the presentdisclosure;

FIG. 4 shows a link-node diagram of a map of a traffic area inaccordance with embodiments of the present disclosure;

FIG. 5 is a diagram of a data structure for storing information aboutnodes of a link-node diagram in accordance with embodiments of thepresent disclosure;

FIG. 6 is a diagram of a data structure for storing information aboutnode routes for entities in a traffic path in accordance withembodiments of the present disclosure;

FIG. 7 shows a graphical representation of traffic turbulence detectedin a monitored traffic area in accordance with embodiments of thepresent disclosure;

FIG. 8 is a diagram of a data structure for an entity in a trafficmanagement system in accordance with embodiments of the presentdisclosure;

FIG. 9A shows a first route alternative provided to a graphical userinterface of a communication device in accordance with embodiments ofthe present disclosure;

FIG. 9B shows a second route alternative provided to a graphical userinterface of a communication device in accordance with embodiments ofthe present disclosure;

FIG. 10 is a flow chart depicting an operational embodiment of thetraffic management system in accordance with one embodiment of thepresent disclosure;

FIG. 11 is a flow chart depicting an operational embodiment of thetraffic management system in accordance with one more embodiment of thepresent disclosure; and

FIG. 12 is a flow chart depicting an operational embodiment of thetraffic management system in accordance with one embodiment of thepresent disclosure.

DETAILED DESCRIPTION

Before any embodiments of the disclosure are explained in detail, it isto be understood that the disclosure is not limited in its applicationto the details of construction and the arrangement of components setforth in the following description or illustrated in the followingdrawings. The disclosure is capable of other embodiments and of beingpracticed or of being carried out in various ways. Also, it is to beunderstood that the phraseology and terminology used herein is for thepurpose of description and should not be regarded as limiting. The useof “including,” “comprising,” or “having” and variations thereof hereinis meant to encompass the items listed thereafter and equivalentsthereof as well as additional items.

FIG. 1 shows a block diagram of a traffic management system 100 inaccordance with embodiments of the present disclosure. The trafficmanagement system 100 may be a distributed system and, in someembodiments, comprises a communication network 104 connecting one ormore communication devices 124 associated with one or more entities,with a traffic management module 108.

In accordance with at least some embodiments of the present disclosure,the communication network 104 may comprise any type of knowncommunication medium or collection of communication media and may useany type of protocols to transport messages between endpoints. Thecommunication network 104 may include wired and/or wirelesscommunication technologies. The Internet is an example of thecommunication network 104 that constitutes and Internet Protocol (IP)network consisting of many computers, computing networks, and othercommunication devices located all over the world, which are connectedthrough many telephone systems and other means. Other examples of thecommunication network 104 include, without limitation, a standard PlainOld Telephone System (POTS), an Integrated Services Digital Network(ISDN), the Public Switched Telephone Network (PSTN), a Local AreaNetwork (LAN), a Wide Area Network (WAN), a Session Initiation Protocol(SIP) network, a cellular network, wireless network, and any other typeof packet-switched or circuit-switched or time-switched network known inthe art. In addition, it can be appreciated that the communicationnetwork 104 need not be limited to any one network type, and instead maybe comprised of a number of different networks and/or network types.

The communication devices 124 may comprise any type of knowncommunication equipment or collection of communication equipment.Examples of a suitable communication device 124 include, but are notlimited to, a personal computer, laptop, Personal Digital Assistant(PDA), vehicle computer, navigation system, cellular phone, smart phone,telephone, mobile computer, or combinations thereof. In general eachcommunication device 124 may be adapted to support video, audio, text,and/or data communications with other communication devices 124 as wellas the traffic management module 108. The type of medium used by thecommunication device 124 to communicate with other communication devices124 or traffic management module 108 may depend upon the communicationapplications available on the communication device 124. In some cases,communication devices 124 may be associated with a group ofcommunication devices 128. The groups 128 may be formed dynamically andmay be based on location, identification, and the like.

The traffic management module 108 may include a routing engine 112,traffic rules 116, and a memory 120. The memory 120 may be usedconnection with the execution of application programming or instructionsby the routing engine 112, and for the temporary or long term storage ofprogram instructions and/or data. As examples, the memory 120 maycomprise RAM, DRAM, SDRAM, or other solid state memory. In some cases,the traffic management module 108 may be contained in a memory andexecuted by a processor of a server. The server, in this case, may beseparate from the communication devices 124. In any event, the trafficmanagement module 108 may be configured to receive traffic informationfrom one or more sources, determine alternate routes, and providealternate routes to one or more communication devices 124. For example,the traffic management module 108 may receive traffic information fromone or more traffic monitors 130, communication devices 124, and/orother information source.

Traffic monitors 130 can include, but are not limited to, trafficcontrol devices 132 (e.g., traffic lights, adaptive traffic signals,variable speed limit signs, etc.), speed detectors 136 (e.g., radar,lidar, etc.), cameras 140 (e.g., intersection cameras, traffic pathcameras, license plate cameras, etc.), and other devices 144 (e.g.,tube-counters, GPS locators, controllers, control systems, controlcenters, etc.). The traffic monitors 130 can provide information aboutone or more entities (e.g., people, vehicles, conveyances, etc.) along atraffic path (e.g., street, road, highway, toll way, path, bike path,etc.). By way of example, the traffic monitors 130 information caninclude entity speeds, entity counts, entity identification, trafficflow, entity location, entity position, traffic monitor position, andmore.

In some embodiments, the traffic information may be stored in one ormore memory 148, 152. The memory 148, 152 may comprise a solid statedevice or devices. Additionally or alternatively, the memory 148, 152may comprise a hard disk drive or other random access memory. In oneembodiment, the traffic monitors 130 may store collected trafficinformation in monitor data memory 152. The monitor data memory 152 maybe accessed by the traffic management module 108.

As the traffic management module 108 determines alternative routes, datarelated to the alternative routes may be stored in the traffic datamemory 148. This data can be used to determine an effectiveness ofalternate routes provided to the one or more entities. For example, thetraffic management module 108 may provide a specific alternate route toone or more communication devices 124. In some cases, an entityassociated with a communication device 124 may decide not to follow thealternate route. This decision by the entity may be stored in thetraffic data memory 148. The traffic management module 108 may refer tothe traffic data memory 148 to determine whether other entities arefollowing the provided alternate routes. If not, the traffic managementmodule 108 may determine to adjust the alternate route provided to theone or more entities, via the communication device 124. For instance,the traffic management module 108 may monitor which route, or routes,the entity follows in response to deciding not to follow the alternateroute provided. As can be appreciated, the traffic management module 108may alter subsequent alternate routes provided to entities based on thisinformation. In fact, the traffic management module 108 may determinethat the route, or routes, used by the entities (who chose not to followthe alternate route provided) are better (e.g., more efficient in timeand/or cost, etc.). These “better” routes may be used in other alternateroute presentations. Additionally or alternatively, these “better”routes may be used by the traffic management module 108 in refiningsubsequent determinations and/or presentations of alternative routes viathe traffic management module 108.

In some embodiments, effectiveness of alternate routes provided may bemeasured based on system recovery. For example, an effectiveness ofalternate routes may be determined based on how quickly a traffic systemrecovers after experiencing a traffic incident and/or condition. Thetraffic system may pass through several states during recovery. Atypical recovery cycle may include a normal operating state, an impactedoperating state, a mitigated operating state, a recovery state, and areturn to a normal operating state. As can be appreciated, the quicker asystem recovers, the better (or more effective) the alternative routesmay be determined to be.

Referring now to FIG. 2, a map of a traffic area 200 is shown having atravel, or traffic, path 204 and various streets, roads, and othertravel paths 208, 212 in accordance with embodiments of the presentdisclosure. The traffic area 200 shown includes geographical features,such as, lakes 216A, 216B, an industrial area 220A, a retail area 220B,a park 220C, and more. The travel path 204 shows a location of a trafficcondition 224 between two exits 228A, 228E of the travel path 204. Inone example, the traffic condition 224 may prevent traffic from flowingalong the path 204 in a direction from the fourth exit 228D toward thefirst exit 228A from the traffic condition 224.

Each of the exits 228A-E may intersect with at least one off-path way,or alternate path, 208, 212. Based on the travel path 204, the directionof travel of the traffic, and the location of the traffic condition 224,post exit 228 may be used as a destination to reroute traffic. Althoughthis destination may not be the intended, or final, destination of oneor more of the entities along the travel path 204, the destination 228Emay be used to reroute at least a portion of the entities on the travelpath 204 to reach the destination 228E.

In some embodiments, the destination 228E may be an assumed destination,or temporary destination, based at least partially on travel informationassociated with an entity (e.g., travel path 204, speed of travel,direction of travel, exit nodes along the path of travel, etc., and/orcombinations thereof). In one embodiment, the temporary destination maybe verified by responding to a confirmation message presented via acommunication device. For example, a user may be presented with amessage on a communication device listing the temporary destination andasking the user for input verifying (accepting) or rejecting thetemporary destination. Input can be presented by selecting a box,actuating a button, providing a voice command, upon reaching apredetermined time (e.g., countdown, count-up, and/or other timer, etc.)and/or combinations thereof. In the event the user accepts the temporarydestination, the temporary destination can be used in calculating thealternative routes as provided herein. If the user rejects the temporarydestination, another temporary destination may be determined by thetraffic management module 108.

FIG. 3 shows a travel node map of the traffic area 300 having multipletravel nodes 304, labelled “W,” which may be used for alternative routesin accordance with embodiments of the present disclosure. These travelnodes may represent at least one point through which entities can passto reach a destination 228E. Also shown in FIG. 3 are multiple travelpath or exit nodes 228A-E along the travel path 204. As can beappreciated, the number of travel nodes 304 and/or travel path nodes228A-E available to an entity may change depending on the location ofthe entity along the travel path 204.

FIG. 4 shows a link-node diagram 400 of the maps of the traffic areas200, 300, depicted in FIGS. 2 and 3, in accordance with embodiments ofthe present disclosure. The link-node diagram 400 shows a graphicalrepresentation of the travel path nodes 228A-D, labeled “N1-N4,” and thedestination 228E, labeled “D,” in relation to each other and thealternate path nodes, labeled “W01-W28.” In some embodiments, thislink-node diagram 400 may be generated by the traffic management module108. As can be appreciated, the link-node diagram can aid the trafficmanagement module 108 in applying one or more transportation theoryalgorithms to the problem of rerouting traffic from the travel path 204to the destination 228E. Examples of transportation theory algorithmsmay include, but are not limited to, shortest-path, spanning tree,maximum flow, transshipment, and/or other transportation problemalgorithms. It should be appreciated that other mathematical modeling,may be used alone, in lieu of, or in combination with the transportationtheory and/or queuing theory algorithms, in constructing simulationmodels and/or in analyzing traffic information. In some embodiments, thesimulation models may be generated to at least one of control trafficmanagement, generate alternate routes, determine traffic flow patterns,anticipate traffic incidents, interpret entity information, and thelike.

In some embodiments, the travel path 204 may be separated into two ormore sections 404A-E. These sections 404A-E may correspond tonode-to-node distances and/or evaluation zones. In FIG. 4, the trafficcondition 224 is treated as a node, and the section of the travel path204 closest to the traffic condition 224 is called the first section404A. In some cases, entities in this first section 404A may not be ableto reroute from the travel path 204. Entities in the second section 404Bmay be rerouted via the first exit 228A (node N1). The entities in thethird section 404C may be rerouted via the first exit 228A (node N1)and/or the second exit 228B (node N2). Entities in the fourth section404D, may be rerouted via the first exit 228A (node N1), the second exit228B (node N2), and/or the third exit 228C (node N3). In rerouting, theentities may be provided with one or more routes following an exit228A-D and at least one alternate path node W01-W25.

FIG. 5 is a diagram of a data structure 500 for storing informationabout nodes of a link-node diagram 400 in accordance with embodiments ofthe present disclosure. As shown, the data structure 500 includesvarious columns 504-528 associated with each node section 404A-Dprovided. The columns 504-528 represent fields of the data structure,including a node section field 504 for each node section in thelink-node diagram, a number of travel path nodes field 508, a number ofalternate route, or way, nodes field 512, a distance optimized nodesfield 516, a cost optimized nodes field 520, a number of entities field524 corresponding to the number of entities on the travel path 204 ofeach node section 404A-D, a percentage of congestion field 528representing a percentage of congestion along each node section 404A-D,and more 532, 536.

The node section field 504 may include an identifier for each nodesection 404A-D in the travel path 204 adjacent to a detected trafficcondition 224. In some embodiments, the each node section 404A-D in thefield 504 may represent edges, or connections, between two or more nodesin the travel path 204. These edges may correspond to individual pathsbetween possible exit nodes in a travel path. In one embodiment,entities that are located in a particular edge, or node section 404A-D,may be treated as a group of entities. It is an aspect of the presentdisclosure that the group of entities may be similarly routed orprovided with alternative routing. However, it should be appreciated,that one or more entities in the group may be provided with alternativerouting that is unique to the one or more entities. In some embodiments,entities in a traffic system 100 may be grouped into one or moreplatoons. Among other things, the platoons may be used to increase acapacity of one or more travel paths 204. In one embodiment, theplatoons may be treated similarly in the traffic system 100. Forexample, the traffic management module 108 may provide the samealternative routing to each entity in a platoon. In this example, theplatoon may be maintained, monitored, and/or controlled in an efficientmanner. Moreover, platooning may be employed to reduce the number ofunique entities included in a rerouting, or alternative route,determination, saving processing resources and increasing the speed ofcalculation.

The number of path nodes field 508 can include a number of possible exitnodes or routing start points along a travel path 204 that are availableto one or more entities in a node section 404A-D. For instance, entitiesin the fourth node section 404D have three possible exit nodes orrouting start points from which a deviation, departure, or routingalternative from the travel path 204 may begin.

The number of alternate route nodes field 512 can include a number ofpossible routing or way nodes through which an alternative routing pathmay pass. These way nodes may represent intersections, path connectionpoints, or other points along an alternative route travel path that areavailable to one or more entities in a given node section 404A-D.

The distance optimized nodes field 516 may include a number of nodesthat provide an optimized distance between the entity and thedestination 228E, that travels around, or bypasses, a location orportion of the traffic condition 224.

The cost optimized nodes field 520 may include a number of nodes thatprovide an optimized cost of travel from a location of an entity in anode section to the destination 228E that travels around, or bypasses, alocation or portion of the traffic condition 224.

The number of entities field can include the number of individuals,groups, vehicles, etc., that may be located at a point in time in agiven node section 404A-D along the travel path 204. Although shownhaving a different number of entities for each node section, it shouldbe appreciated that one or more node sections 404A-D may have the sameamount of entities in a particular node section 404A-D. The trafficmanagement module 108 may determine to provide alternate routes to nodesections 404A-D based on the number of entities in each section at agiven time. For instance, the traffic management module may routeentities in node sections 404A-D having the fewest amount of entities ina particular section 404A-D, or vice versa.

By way of example, the data structure 500 shows that the first section404A is completely congested (e.g., 100%) due to a traffic condition224. In the example provided for the first section 404A, there are noavailable path nodes or way nodes. The second section 404B shows onepath node and more than 16 possible way nodes from which combinations ofroutes may be selected to reach destination 228E. The distance optimizednodes field may include a number of nodes that provide an optimizeddistance between the path node and the destination 228E, around thetraffic condition 224. Similarly, the cost optimized nodes field mayinclude a number of nodes that provide an optimized cost of travel fromthe path node and the destination 228E, around the traffic condition224. The number of entities may represent the number of individuals,groups, vehicles, etc., that are found in a given section 404A-D. Insome cases, this field, as well as the other fields, may change as thevarious numbers and/or conditions change. For example, the informationin the data structure 500 may change over time and as such, alternativeroutes calculated at a first time and a second time may providedifferent routes for each node section 404A-D.

FIG. 6 is a diagram of a data structure 600 for storing informationabout node routes for entities in a traffic path 204 in accordance withembodiments of the present disclosure. The data structure 600 includes anode section field 604, a first routing group field 608, a secondrouting group field 612, a third routing group field 616, a fourthrouting group field 620, and more 624, 628. Each node section 404A-D mayinclude one or more entities and the one or more entities may beprovided with different routing instructions based on a percentage ofentities routed and/or other methods. For instance, one or more of theentities in each node section 404A-D may be routed differently todistribute possible congestion due to rerouting, or providingalternative routing.

In some embodiments, the traffic management module 108 may determine toprovide alternate routes to one entity and/or groups of entities basedon an optimization of traffic flow, cost, time, combinations thereof,and the like. Among other things, the one or more entities in thevarious sections 404A-D may be separated into one or more groups 128.Each group 128 may include one or more communication device 124. Variousgroups 128 can be provided with different and/or the same routingalternatives. In some embodiments, routing alternatives may be presentedto one or more groups based at least partially on information associatedwith the one or more groups. Groups can include private collections ofentities (e.g., fleets, companies, etc.), public collections of entities(e.g., paying users, free users, etc.), and/or organizations of entities(e.g., like drivers, like ages, like driving attitudes, etc.).

In the example provided in conjunction with FIG. 6, the number ofentities in the second section 404B, may be divided into a certainnumber of entities (e.g., number of entities divided by a non-zeronumber “A”). These entities may be provided with the first routinginstructions, e.g., N1-W15-W16-W11-W05-D, to reach the destination 228E.Another portion (e.g., number of entities divided by a non-zero number“B”) of the entities along the second section 404B, may be provided withsecond routing instructions, e.g., N1-W14-W09-W03-W04-W05-D, to reachthe destination 228E. In some embodiments, all of the entities in asingle section 404A-D may be provided with the same routinginstructions. In any event, the instructions may be provided empiricallyand/or analytically (e.g., by applying transportation theory algorithmsto the traffic problem, etc.). It should be understood that the methodsprovided herein can provide alternate routes to various entities in thesame node section (e.g., 404B) to distribute traffic within the trafficsystem 100 according to an optimal solution provided via the trafficmanagement module 108. By way of example, two or more of the entities ina same geographical area can be provided with different alternativeroutes to optimize traffic flow in the traffic system 100. The differentalternative routes may be provided to the two or more entities at thesame time. Additionally or alternatively, the alternate routes may beprovided as a result of a transportation algorithm applied by thetraffic management module 108 in real-time, or near-real-time.

In some embodiments, entities may be routed in accordance with drivingpreferences, recorded driving styles (e.g., historical data, etc.), ageof users, and/or other user information. For example, a number ofdrivers having “slow” driving information (e.g., the drivers are knownas being slow drivers) may be provided with alternative routes along asimilar path. In a similar fashion, faster drivers may be routed alongdifferent alternative routes with other fast drivers. Additionally oralternatively, older drivers may be provided with alternative routesthat take longer in time to reach the destination than alternativeroutes provided to younger drivers. At least one benefit to providingalternative routing to like, or similar, drivers includes providing aconsistency and/or predictability in traffic flow along all of thealternate routes. Moreover, allowing like drivers to drive together canprovide harmony in the traffic system 100, enjoyment in drivingexperience, and decreased chances of subsequent disruptions along thealternative routes.

Referring now to FIG. 7, a graphical representation of trafficturbulence 700 detected in a monitored traffic area is shown inaccordance with embodiments of the present disclosure. Trafficturbulence can be generally described as an interruption in monitoredtraffic information associated with a traffic path 204. In the graphicalrepresentation shown, the average speed 704 of one or more entities ismeasured over time. In this example, between time T3 and T5 708, theaverage speed 704 of the one or more of the entities drops fromapproximately 56 miles per hour (mph) to 47 mph. This 9 mph drop 712 mayindicate an impending, future, or existing traffic condition 224. Insome embodiments, the traffic management module 108 may communicate witha traffic control device 132 (e.g., traffic light, adaptive trafficsignals, variable speed limit signs, etc.) or central management systemto prevent a possible traffic condition 224. For instance, the trafficmanagement module 108 may reduce the speed limit displayed to variablespeed limit signs along the traffic path 204, or send a request to thecentral management system or other controller, to prevent an accident.As another example, the traffic management module 108 may rerouteentities before reaching the point where traffic turbulence wasdetected.

FIG. 8 is a diagram of a data structure 800 for an entity in a trafficmanagement system 100 in accordance with embodiments of the presentdisclosure. The data structure 800 may include an entity identification(ID) field 804, a location field 808, a speed of travel field 812, adirection of travel field 816, a destination field 820, a route planfield 824, and more 828.

The entity ID field 804 may comprise data that identifies an entity fromanother entity. In one embodiment, the data may include a Media AccessControl (MAC) address of the communication device 124 associated withthe entity. In some embodiments, the data may include a license plate ofa vehicle travelling along the traffic path 204. Among other things, theentity ID may comprise data that can be used to differentiate betweenthe entities along a traffic path in the traffic management system 100.

In one embodiment, the entity ID field 804 may include information thatassociates at least one communication device 124A with anothercommunication device 124B and/or an entity. For example, a driver and apassenger may be traveling together in a vehicle. In this example, boththe driver and the passenger may have a communication device 124A, 124B.As can be appreciated, it may be beneficial to determine whether the twocommunication devices 124A, 124B (e.g., of the driver and the passenger,etc.) are associated with one another and/or with the vehicle beforeproviding an alternative route to either device 124A, 124B. Thisassociation may be based on a location of the communication devices124A, 124B to one another and/or to the vehicle. The location mayinclude a location of the devices 124A, 124B determined over time. Forinstance, a family travelling together (even in different vehicles) mayshare similar device location data over time. In this case, thecommunication devices 124 of the family may be associated with oneanother, a family vehicle or vehicles, and/or a group. As providedherein, the location information may be stored in the locationinformation field 808. Additionally or alternatively, the associationmay be based on a registration of the communication devices 124A, 124Bwith one another and/or with a vehicle. Registration may include, but isnot limited to, near field communications (NFC) registration, Bluetooth®registration, proximity detection, signal detection, and the like.

In some embodiments, the entity ID field 804 may comprise informationthat identifies an entity (e.g., a vehicle, etc.) based on entitycharacteristics. Examples of entity characteristics may include, but arenot limited to, color, type, make, manufacturer, condition, shape,and/or other characteristic associated with the entity. These entitycharacteristics may be detected via one or more cameras 140 and/or othertraffic monitors 130 and may be provided to the traffic managementmodule 108. Additionally or alternatively, the entity characteristicsmay be provided by one or more users in the traffic system 100. In somecases, the traffic management module 108 may determine the entitycharacteristics and store the determined entity characteristics in theentity ID field 804.

The location field 808 may comprise data that identifies a location ofthe entity along the traffic path 204. In one embodiment, the locationdata may be provided by a Global Positioning System (GPS), or equivalentlocation information system, associated with the communication device124 of the entity. In some embodiments, the data may include a positionof the entity determined via one or more of the traffic monitors 130.Among other things, the location data may comprise data that can be usedto determine at least one alternative route, e.g., via the trafficmanagement module 108.

The speed of travel field 812 may comprise data that identifies a speedthe entity is traveling along the traffic path 204. In one embodiment,the speed of travel may be provided by time differences in location dataas provided above. In some embodiments, the data may include a speed ofthe entity determined via one or more of the traffic monitors 130 (e.g.,the speed detectors 136, etc.). Among other things, the speed of traveldata may comprise data that can be used to determine at least onealternative route, adjustment of adaptive and/or conventional trafficsignals, and/or control of variable speed limit signs, e.g., via thetraffic management module 108.

The direction of travel field 816 may comprise data that identifies adirection the entity is traveling along the traffic path 204 (e.g.,toward or away from the traffic condition 224, etc.). In one embodiment,the direction of travel data may be provided by time and locationdifferences in the location data provided above. In some embodiments,the direction of travel data may include a direction of the entitydetermined via one or more of the traffic monitors 130 (e.g., cameras140, etc.). Among other things, the direction of travel data maycomprise data that can be used to determine at least one alternativeroute, adjustment of adaptive and/or conventional traffic signals,and/or control of variable speed limit signs, e.g., via the trafficmanagement module 108.

The destination field 820 may comprise data that identifies adestination to which the entity is traveling along the traffic path 204.In one embodiment, the destination data may be provided based on thedirection of travel information provided above. In some embodiments, thedestination data may be determined via one or more of the trafficmonitors 130 (e.g., cameras 140, etc.). For example, as an entity istraveling along the traffic path 204, the traffic management module 108may create at least one temporary destination point along the path 204for the entity. The temporary destination point may include any nodealong and/or adjacent to the traffic path 204 and can be used (e.g., viathe traffic management module 108, etc.) in calculating alternativerouting information as described herein. As the entity travels along thepath 204, the temporary destination point may change. This temporarydestination point data may be stored in the destination field 820. Insome cases, the temporary destination point data for an entity may beassociated with a time of recordation. The time of recordation may beused by the traffic management module 108 to recalculate alternativeroutes for entities in a temporal order. As can be appreciated, anentity or user in the system is not required to enter a destination forthe system to operate. The routing alternatives may be provided toentities without receiving any entered destination by a user.

In yet another embodiment, the destination of the entity may beretrieved from a mapping application running via the communicationdevice 124. Among other things, the destination data may comprise datathat can be used to determine at least one alternative route, e.g., viathe traffic management module 108.

Similar to the destination field 824, the route plan field 824 maycomprise data that identifies a destination to which the entity istraveling along the traffic path 204. In one embodiment, the route plandata may include specific node-to-node travel instructions. In someembodiments, the route plan data may be stored in a memory of thecommunication device 124. The route plan may be configured to store atleast one alternative route provided by the traffic management module108. This alternative route may be updated via the traffic managementmodule 108. Among other things, the destination data may comprise datathat can be used to determine and/or adjust at least one alternativeroute, e.g., via the traffic management module 108.

FIGS. 9A-9B show route alternatives provided to the graphical userinterface (GUI) associated with various communication devices 124A-B. Inparticular, FIG. 9A shows a first route alternative provided to a GUI ofa communication device 124A for a first group 128A (of one or moreentities), while FIG. 9B shows a second route alternative provided tothe GUI of a communication device 124B for a second group 128B (of oneor more entities). The groups 128A-B may include any of the groups asdescribed above.

In any event, the presentation of the alternate route can include avisual route element 908A-B, a verbal route element 912A-B (e.g.,audible and/or displayed to the GUI, etc.), and a map background 904A-B.Among other things, traffic may be routed according to one or moreroutes, as provided herein, to prevent congestion along alternate paths.In some cases, this routing may require various entities to receiveand/or follow different routing instructions. As shown in FIG. 9A, thecommunication device 124A is presented with a first group route 908Athat includes five separate paths. These paths lead from an exit node toa destination node to avoid the traffic condition 224. In FIG. 9B, thecommunication device 124B is presented with a second group route 908Bthat includes three separate paths. Similar to the first group route908A, the paths of the second group route 908B lead from an exit node toa destination node to avoid the traffic condition 224. In this example,the traffic is split between two routes 908A-B. A benefit of splittingthe traffic can include alleviating any consequential congestion alongthe various paths from exit node to destination.

FIG. 10 is a flow chart depicting an operational embodiment 1000 of thetraffic management system 100 in accordance with one embodiment of thepresent disclosure. While a general order for the steps of the method1000 is shown in FIG. 10, the method 1000 can include more or fewersteps or can arrange the order of the steps differently than those shownin FIG. 10. Generally, the method 1000 starts with a start operation1004 and ends with an end operation 1044. The method 1000 can beexecuted as a set of computer-executable instructions executed by acomputer system and encoded or stored on a computer readable medium.Hereinafter, the method 1000 shall be explained with reference to thesystems, components, modules, software, data structures, userinterfaces, etc. described in conjunction with FIGS. 1-9B.

The method 1000 begins at step 1004 and proceeds by detecting a trafficcondition along a travel, or traffic path 204 (step 1008). Detection ofthe traffic condition 224 may include analyzing data provided by one ormore traffic monitors 130. For example, speeds of travel may indicatethat traffic in an area is slowing and/or stopped. As another example,the counts of vehicles through a particular intersection and/or monitorpoint may indicate that a traffic condition 224 is present along atraffic path 204.

In any event, the method 1000 continues by the traffic management module108 determining whether to reroute traffic in response to the trafficcondition 224 detected (step 1012). If the traffic condition 224detected is minor (e.g., a brief slowing of traffic, a temporarybreakdown, at a non-peak hour, etc.), the traffic management module 108may determine not to reroute traffic and the method 1000 may end at step1044 or proceed to build information at step 1014 for the traffic system100. The traffic condition 224 may qualify as more serious, in whichcase a reroute of traffic may be required. Examples of more serioustraffic conditions 224 may include, but are not limited to, pile ups,traffic impeding stalls, high congestion, slow speeds of traffic, peakhour usage, accidents, construction, and the like. Classifications oftraffic conditions 224 may be stored in rules 112 of the trafficmanagement module 108. For example, the traffic management module 108may compare conditions and/or traffic information associated with atraffic condition 224 to determine whether to reroute traffic.

The method 1000 may proceed by building information about the trafficsystem 100 (step 1014). It should be appreciated that information aboutthe traffic system 100 may be monitored, collected, and/or storedwhether the method reroutes traffic or not. Building information mayinclude collecting information about one or more of the traffic system,entities in the traffic system, traffic conditions, weather conditions,characteristics thereof, combinations thereof and the like. In someembodiments, this information may be forwarded to a third party and/orretained in memory.

In the event that the traffic management module 108 determines toreroute traffic, the method 1000 continues by determining the locationof the traffic condition 224 (step 1016). The location of the trafficcondition may be determined from reported locations and/or speeds of oneor more communication devices 124 associated with an entity. In someembodiments, the location of the traffic condition may be reported viaone or more traffic monitors 130. The traffic management module 108 mayaccess and/or interpret this information to determine a location of thetraffic condition 224.

Next, the method 1000 continues by determining the number of entitiesadjacent to the location of the traffic condition 224. In someembodiments, the number of entities may be counted along a section404A-E of the traffic path 204. This number may be provided viareporting from one or more of a communications device 124 associatedwith an entity, a traffic monitor 130, etc., and combinations thereof.

The method 1000 may proceed by determining at least one alternativeroute for one or more of the entities (step 1024). As provided herein,the traffic management module 108 may determine various routes forentities based on the position of the entity, the position of thetraffic condition, congestion of routes, and/or other information. Insome embodiments, the traffic management module 108 may convert a map ofthe traffic system 100 into a link-node diagram. Using the link-nodediagram, the traffic management module 108 may apply one or moretransportation theory algorithms to generate at least one alternateroute. In one embodiment, the traffic management module 108 maydetermine to shift traffic from the traffic path 204 to an adjacent pathand monitor the adjacent path until it reaches or approaches congestion.In this example, the traffic management module 108 may continue to shiftsubsequent traffic from path to path. For instance, as an adjacent pathapproaches congestion, the traffic management module 108 may shift thetraffic to another different adjacent path, and so on. In someembodiments, intersecting traffic paths, including paths that intersectwith alternate routes, may require an adjustment to traffic flow. Inthis manner, the traffic management module 108 may be configured todetermine optimal operational conditions for an entire system of paths.As can be appreciated, a determination of optimal operational conditionsmay include altering traffic management devices in the system of paths.For instance, as traffic is routed onto alternate routes, anyintersecting routes having left turns onto the alternate routes may bererouted. In one case, the intersecting routes having left turns may beallowed to have longer left turn traffic signals to allow the multipleflows of traffic to combine. In another case, entities on theintersecting routes having left turns may be rerouted to a route thatdoes not intersect with the alternate route (e.g., minimizing and/oreliminating the combination of traffic along the alternate routes,etc.). In any event, the entire system of adjacent paths may beconsidered in altering traffic flow. The at least one alternate routemay be different for each entity, each group of entities, or each entityin a section or subsection of a traffic path 204.

The traffic management module 108 may then present the at least onealternate route to the one or more entities (step 1028). It isanticipated that the presentation of the alternate route may be providedvia a communication device 124 associated with an entity and asdescribed above. Additionally or alternatively, the presentation of theat least one alternate route may be provided by road signs, adaptivetraffic signals, variable speed limit signs, website, and/or otherinformational display.

The method 1000 may continue by monitoring the rerouted routes (step1032). Monitoring may be performed by the traffic monitors 130, aspreviously described. Additionally or alternatively, the monitoring maybe performed by the communication devices 124 reporting to the trafficmanagement module 108. If congestion on the rerouted routes is detected,the method 1000 may return to step 1024 to determine another alternativeroute for presentation to one or more entities.

In the event that no congestion is detected on the rerouted routes, themethod 1000 may continue by determining whether the traffic condition224 is still present (step 1040). This determination may be similar, oridentical, to that of detecting a traffic condition 224 as described inconjunction with step 1008. If it is determined that the trafficcondition is still present the method 1000 returns to step 1032 andcontinues to monitor the rerouted routes. If it is determined that thetraffic condition is no longer present, the method 1000 may end at step1044.

Referring now to FIG. 11, a flow chart depicting an operationalembodiment 1100 of the traffic management system 100 is shown inaccordance with one more embodiment of the present disclosure. While ageneral order for the steps of the method 1100 is shown in FIG. 11, themethod 1100 can include more or fewer steps or can arrange the order ofthe steps differently than those shown in FIG. 11. Generally, the method1100 starts with a start operation 1104 and ends with an end operation1132. The method 1100 can be executed as a set of computer-executableinstructions executed by a computer system and encoded or stored on acomputer readable medium. Hereinafter, the method 1100 shall beexplained with reference to the systems, components, modules, software,data structures, user interfaces, etc. described in conjunction withFIGS. 1-10.

The method 1100 begins at step 1104 and proceeds by monitoring actualtraffic flow (step 1108). The actual traffic flow may be monitored alonga traffic path 204 and/or at least one alternate route. Monitoring oftraffic may include analyzing data provided by one or more trafficmonitors 130. For example, speeds of travel may indicate that traffic inan area is slowing and/or stopped. As another example, the counts ofvehicles through a particular intersection and/or monitor point mayindicate that a traffic condition 224 is present along a traffic path204 and/or alternate route.

The method 1100 proceeds by associating a flow rate of the traffic withreroute determinations. In other words, where the traffic managementmodule 108 has provided at least one alternate route to an entity, thetraffic management module 108 may monitor the traffic flow rateassociated with that alternate route. Among other things, thismonitoring may determine an effectiveness of the alternate route,validate an algorithm, and/or provide cost/benefit information.

Next, the method 1100 may utilize the actual traffic flow and datacollected to apply alternative routing algorithms and/or routingdecisions to determine one or more optimal routing algorithms (step1116). The optimal routing and alternative routes provided by thetraffic management module 108 can be based on real-time, and/ornear-real-time, traffic data collected. The alternative routingalgorithms may be performed in real-time, and/or near-real-time (e.g.,as data is collected, etc.). In some embodiments, the application ofalternative routing algorithms can be performed offline, after trafficdata has been collected, and provide an analysis of the algorithm and/orrouting decision made by the traffic management module 108. In somecases, the method 1100 may determine a difference between the actualtraffic data collected and a result of the alternative routingalgorithms applied (step 1120). For example, it may be determined thatan alternative routing algorithm could have reduced traffic congestionon all paths by at least 15%. Additionally or alternatively, it may bedetermined that the alternative routing algorithm can reduce cost oftravel or likelihood of any subsequent traffic conditions by a givenpercentage. The differences determined may also serve to validate analgorithm or routing decision made (e.g., where alternative algorithmsapplied to the actual data do not provide any cost, time, or safetybenefit, etc.).

In the event that it is determined the alternative routing algorithmoffers a benefit over the actual alternative route provided, the method1100 may continue by determining whether to adjust the reroutingdecisions of subsequent alternate route suggestions (step 1128). Thisdetermination may include the traffic management module 108 referring torules 112 that provide whether a benefit of the alternative routingalgorithms outweighs any negative effects (e.g., unknown factors,safety, etc.). If the benefits outweigh the negative effects, the method1100 may adjust the rerouting algorithm accordingly. The method 1100ends at step 1132.

FIG. 12 is a flow chart depicting an operational embodiment 1200 of thetraffic management system 100 in accordance with one embodiment of thepresent disclosure. While a general order for the steps of the method1200 is shown in FIG. 12, the method 1200 can include more or fewersteps or can arrange the order of the steps differently than those shownin FIG. 12. Generally, the method 1200 starts with a start operation1204 and ends with an end operation 1232. The method 1200 can beexecuted as a set of computer-executable instructions executed by acomputer system and encoded or stored on a computer readable medium.Hereinafter, the method 1200 shall be explained with reference to thesystems, components, modules, software, data structures, userinterfaces, etc. described in conjunction with FIGS. 1-11.

The method 1200 begins at step 1204 and proceeds by collecting trafficcondition information (step 1208). Collecting traffic conditioninformation may include collecting information about the traffic system100. Traffic system information can include, but is in no way limitedto, times associated with detected traffic conditions, durationsassociated with traffic conditions, expiration of traffic conditions,weather conditions, number of vehicles or entities in the traffic system100 or at least a portion thereof, locations of traffic conditions,locations of vehicles or entities in the traffic system 100 or at leasta portion thereof, throughput of entities at one or more locations in atraffic system, times associated therewith, etc., and/or combinationsthereof. In some embodiments, this collection may be used by the trafficmanagement module 108 to build information about a traffic system 100.This building of information may be similar, if not identical, to thebuilding information disclosed in conjunction with step 1014 of FIG. 10.

Next, the method 1200 may continue by determining a severity of one ormore traffic conditions in the traffic system 100 (step 1212). Severityof a traffic condition may be measured against a predetermined thresholdand/or rules stored in memory. For example, the traffic managementmodule 108 may compare the collected traffic condition informationagainst baseline traffic conditions and thresholds stored in memory. Asa result of the comparison, the traffic management module 108 maydetermine a severity value for the traffic condition. In someembodiments, the baseline traffic conditions and thresholds may beperiodically updated based on the collected traffic conditioninformation and/or in response to one or more of determining alternativeroutes, receiving feedback based on provided alternative routes, and thelike.

The method 1200 may proceed by determining whether the traffic conditiondetected is the first instance or a repeat instance of the trafficcondition (step 1216). For example, a detected traffic condition mayhave occurred at a first time having a first severity. As can beappreciated, the traffic condition may change over time, for example, byimproving or worsening. This change in the traffic condition may be usedby the traffic management module 108 and/or server to further refinepredictive algorithms in identifying problematic traffic conditions atthe onset of a detected traffic condition. Additionally oralternatively, the change in the traffic condition may be used by thetraffic management module 108 and/or server to further refine predictivealgorithms in ignoring minor traffic conditions at the onset of adetected traffic condition. It should be appreciated that alternativerouting algorithms may be improved in real-time (e.g., while a trafficcondition is occurring, etc.), in near-real-time, and/or innon-real-time (e.g., after a traffic condition has occurred, etc.). Ifit is determined that the traffic condition detected is the firstinstance of the traffic condition, the method 1200 may proceed to step1228 and store the traffic condition and/or traffic system informationin memory. This memory may be associated with the traffic managementmodule 108 or any other memory associated with the traffic system 100.

In the event that the traffic condition is determined to be a repeatevent, the method 1200 may continue by determining whether there is anychange in severity for the traffic condition (step 1220). The severityof a traffic condition may indicate that an event is improving,worsening, or remaining the same. For instance, a traffic condition maycorrespond to a construction project underway on a path, the projectinterrupting a normal flow of traffic for at least one section along thepath. In this case, the severity of the traffic condition may bemeasured by determining any increase or decrease to traffic density,number of entities involved, or traffic speed, congestion in adjacentareas or sections, etc., from baseline measurements or thresholds. If nochange in severity is determined, the method 1200 continues by storingtraffic condition information in memory (step 1228). This informationmay include traffic condition information, traffic system information,entity information, location information, time information, any otherinformation related to the traffic system or condition, and/orcombinations thereof. In some embodiments, this information may beforwarded to a third party, governmental entity (e.g., law enforcementagency, federal institution, state organization, etc.), department(e.g., department of transportation, department of regulatory agencies,etc.), or other party. Additionally or alternatively, this informationmay be used in constructing transportation models, designing roadways,generating transportation reports, transportation and/or city planning,providing efficient and/or optimal routing alternatives for the trafficsystem 100, determining traffic control schemes, combinations thereofand the like.

In some embodiments, the method 1200 may continue by determining whetherto adjust information for the rerouting algorithm (step 1224). In oneembodiment, this determination may be made in response to determiningthat a severity associated with the detected traffic condition haschanged. It should be appreciated, however, that determining whether toadjust information for the rerouting algorithm may be made when nochange in severity has been determined. In any event, adjustinginformation for one or more alternative, or reroute, algorithms caninclude changing one or more constants, variables, functions, or othervalues, used by the traffic management module 108 in providing ordetermining to provide alternative routing to one or more entities.

For example a first traffic condition may provide a first severity valueof “low” at a first time based on a low number of entities involved(e.g., when compared to baseline information, etc.), a minor reductionin traffic speeds (e.g., when compared to baseline information, etc.),and/or some other traffic system information, etc. Continuing thisexample, the first traffic condition may increase in severity (e.g., tomedium, or high, etc.) based on a detected increase in the number ofentities affected by the traffic condition, a reduction in trafficspeeds, etc. Using the collected information regarding the trafficcondition and based on the change in severity, the information used ingenerating alternative routing may be adjusted. Among other things, thisadjustment may account for, or accurately predict, future trafficconditions having similar, or identical, traffic condition informationto the traffic condition information collected. The traffic conditioninformation is stored in memory at step 1228 and the method 1200 ends atstep 1232.

The exemplary systems and methods of this disclosure have been describedin relation to traffic management systems and methods. However, to avoidunnecessarily obscuring the present disclosure, the precedingdescription omits a number of known structures and devices. Thisomission is not to be construed as a limitation of the scopes of theclaims. Specific details are set forth to provide an understanding ofthe present disclosure. It should, however, be appreciated that thepresent disclosure may be practiced in a variety of ways beyond thespecific detail set forth herein.

Furthermore, while the exemplary aspects, embodiments, options, and/orconfigurations illustrated herein show the various components of thesystem collocated, certain components of the system can be locatedremotely, at distant portions of a distributed network, such as a LANand/or the Internet, or within a dedicated system. Thus, it should beappreciated, that the components of the system can be combined in to oneor more devices, such as a Personal Computer (PC), laptop, netbook,smart phone, Personal Digital Assistant (PDA), tablet, etc., orcollocated on a particular node of a distributed network, such as ananalog and/or digital telecommunications network, a packet-switchnetwork, or a circuit-switched network. It will be appreciated from thepreceding description, and for reasons of computational efficiency, thatthe components of the system can be arranged at any location within adistributed network of components without affecting the operation of thesystem. For example, the various components can be located in a switchsuch as a PBX and media server, gateway, in one or more communicationsdevices, at one or more users' premises, or some combination thereof.Similarly, one or more functional portions of the system could bedistributed between a telecommunications device(s) and an associatedcomputing device.

Furthermore, it should be appreciated that the various links connectingthe elements can be wired or wireless links, or any combination thereof,or any other known or later developed element(s) that is capable ofsupplying and/or communicating data to and from the connected elements.These wired or wireless links can also be secure links and may becapable of communicating encrypted information. Transmission media usedas links, for example, can be any suitable carrier for electricalsignals, including coaxial cables, copper wire and fiber optics, and maytake the form of acoustic or light waves, such as those generated duringradio-wave and infra-red data communications.

Also, while the flowcharts have been discussed and illustrated inrelation to a particular sequence of events, it should be appreciatedthat changes, additions, and omissions to this sequence can occurwithout materially affecting the operation of the disclosed embodiments,configuration, and aspects.

A number of variations and modifications of the disclosure can be used.It would be possible to provide for some features of the disclosurewithout providing others.

Optionally, the systems and methods of this disclosure can beimplemented in conjunction with a special purpose computer, a programmedmicroprocessor or microcontroller and peripheral integrated circuitelement(s), an ASIC or other integrated circuit, a digital signalprocessor, a hard-wired electronic or logic circuit such as discreteelement circuit, a programmable logic device or gate array such as PLD,PLA, FPGA, PAL, special purpose computer, any comparable means, or thelike. In general, any device(s) or means capable of implementing themethodology illustrated herein can be used to implement the variousaspects of this disclosure. Exemplary hardware that can be used for thedisclosed embodiments, configurations and aspects includes computers,handheld devices, telephones (e.g., cellular, Internet enabled, digital,analog, hybrids, and others), and other hardware known in the art. Someof these devices include processors (e.g., a single or multiplemicroprocessors), memory, nonvolatile storage, input devices, and outputdevices. Furthermore, alternative software implementations including,but not limited to, distributed processing or component/objectdistributed processing, parallel processing, or virtual machineprocessing can also be constructed to implement the methods describedherein.

In yet another embodiment, the disclosed methods may be readilyimplemented in conjunction with software using object or object-orientedsoftware development environments that provide portable source code thatcan be used on a variety of computer or workstation platforms.Alternatively, the disclosed system may be implemented partially orfully in hardware using standard logic circuits or VLSI design. Whethersoftware or hardware is used to implement the systems in accordance withthis disclosure is dependent on the speed and/or efficiency requirementsof the system, the particular function, and the particular software orhardware systems or microprocessor or microcomputer systems beingutilized.

In yet another embodiment, the disclosed methods may be partiallyimplemented in software that can be stored on a storage medium, executedon programmed general-purpose computer with the cooperation of acontroller and memory, a special purpose computer, a microprocessor, orthe like. In these instances, the systems and methods of this disclosurecan be implemented as program embedded on personal computer such as anapplet, JAVA® or CGI script, as a resource residing on a server orcomputer workstation, as a routine embedded in a dedicated measurementsystem, system component, or the like. The system can also beimplemented by physically incorporating the system and/or method into asoftware and/or hardware system.

Although the present disclosure describes components and functionsimplemented in the aspects, embodiments, and/or configurations withreference to particular standards and protocols, the aspects,embodiments, and/or configurations are not limited to such standards andprotocols. Other similar standards and protocols not mentioned hereinare in existence and are considered to be included in the presentdisclosure. Moreover, the standards and protocols mentioned herein andother similar standards and protocols not mentioned herein areperiodically superseded by faster or more effective equivalents havingessentially the same functions. Such replacement standards and protocolshaving the same functions are considered equivalents included in thepresent disclosure.

The present disclosure, in various aspects, embodiments, and/orconfigurations, includes components, methods, processes, systems and/orapparatus substantially as depicted and described herein, includingvarious aspects, embodiments, configurations embodiments,subcombinations, and/or subsets thereof. Those of skill in the art willunderstand how to make and use the disclosed aspects, embodiments,and/or configurations after understanding the present disclosure. Thepresent disclosure, in various aspects, embodiments, and/orconfigurations, includes providing devices and processes in the absenceof items not depicted and/or described herein or in various aspects,embodiments, and/or configurations hereof, including in the absence ofsuch items as may have been used in previous devices or processes, e.g.,for improving performance, achieving ease and/or reducing cost ofimplementation.

The foregoing discussion has been presented for purposes of illustrationand description. The foregoing is not intended to limit the disclosureto the form or forms disclosed herein. In the foregoing DetailedDescription for example, various features of the disclosure are groupedtogether in one or more aspects, embodiments, and/or configurations forthe purpose of streamlining the disclosure. The features of the aspects,embodiments, and/or configurations of the disclosure may be combined inalternate aspects, embodiments, and/or configurations other than thosediscussed above. This method of disclosure is not to be interpreted asreflecting an intention that the claims require more features than areexpressly recited in each claim. Rather, as the following claimsreflect, inventive aspects lie in less than all features of a singleforegoing disclosed aspect, embodiment, and/or configuration. Thus, thefollowing claims are hereby incorporated into this Detailed Description,with each claim standing on its own as a separate preferred embodimentof the disclosure.

Moreover, though the description has included description of one or moreaspects, embodiments, and/or configurations and certain variations andmodifications, other variations, combinations, and modifications arewithin the scope of the disclosure, e.g., as may be within the skill andknowledge of those in the art, after understanding the presentdisclosure. It is intended to obtain rights which include alternativeaspects, embodiments, and/or configurations to the extent permitted,including alternate, interchangeable and/or equivalent structures,functions, ranges or steps to those claimed, whether or not suchalternate, interchangeable and/or equivalent structures, functions,ranges or steps are disclosed herein, and without intending to publiclydedicate any patentable subject matter.

What is claimed is:
 1. A method of dynamically routing vehicles awayfrom a path in a traffic system and increasing a flow of vehiculartraffic for the traffic system after detecting turbulence along thepath, comprising: determining, via a processor and based at leastpartially on information received from a plurality of roadside trafficmonitoring devices disposed along paths in the traffic system, a trafficflow turbulence along the path in the traffic system, sending, via theprocessor, first traffic control instructions to one or morecommunication devices associated with vehicles determined to be in thepath having turbulence, wherein the first traffic control instructionsinclude an alternate route away from the turbulence; monitoring, via theprocessor, whether the one or more communication devices receiving thefirst traffic control instructions are following the alternate routeprovided; predicting, via the processor and when at least one deviatingcommunication device in the one or more communication devices is notfollowing the alternate route provided, a route the deviatingcommunication device is following; determining, via the processor,whether the route followed by the deviating communication device is moreeffective than the alternative route provided, wherein determiningwhether the route followed by the deviating communication device is moreeffective than the alternative route provided, further comprises:determining, via the processor, a system recovery time for the trafficsystem, wherein the system recovery time defines the amount of time forthe traffic system to recover after experiencing a traffic incident; anddetermining, via the processor, that the route produces a quicker systemrecovery than the alternative route provided; altering, via theprocessor and when the route followed by the deviating communicationdevice is determined to be more effective than the alternative routeprovided, subsequent traffic control instructions to include the route;and sending, via the processor, the subsequent traffic controlinstructions to one or more communication devices associated with thevehicles determined to be in the path having turbulence, wherein thesubsequent traffic control instructions include the route away from theturbulence.
 2. The method of claim 1, wherein the system recoveryincludes an impacted operating state, a mitigated operating state, arecovery state, and a normal operating state.
 3. The method of claim 1,further comprising determining whether the route followed by thedeviating communication device is more efficient in time and/or costthan the alternative route provided.
 4. The method of claim 1, whereinthe first traffic control instructions including the alternate route areconfigured to be displayed by a graphical user interface (GUI) of theone or more communication devices.
 5. The method of claim 4, wherein thefirst traffic control instructions including the alternate route aredetermined via the processor based on an assumed destination of the oneor more communication devices without receiving an entered destinationfrom the one or more communication devices.
 6. The method of claim 5,wherein the assumed destination of the one or more communication devicesis based at least partially on travel information associated with theone or more communication devices.
 7. The method of claim 6, furthercomprising: sending, via the processor, a confirmation message to theone or more communication devices, and wherein the assumed destinationis verified or rejected by a user of a communication device by providingan input at the GUI of the communication device.
 8. A traffic managementsystem for dynamically routing vehicles away from a path in a trafficsystem and increasing a flow of vehicular traffic for the traffic systemafter detecting turbulence along the path, comprising: a server,comprising: a processor, and a computer readable storage mediumcomprising instructions that, when executed by the processor, cause theprocessor to: determine, based at least partially on informationreceived from a plurality of roadside traffic monitoring devicesdisposed along paths in the traffic system, a traffic flow turbulencealong the path in the traffic system; send first traffic controlinstructions to one or more communication devices associated withvehicles determined to be in the path having turbulence, wherein thefirst traffic control instructions include an alternate route away fromthe turbulence; monitor whether the one or more communication devicesreceiving the first traffic control instructions are following thealternate route provided; predict, when at least one deviatingcommunication device in the one or more communication devices is notfollowing the alternate route provided, a route the deviatingcommunication device is following; determine whether the route followedby the deviating communication device is more effective than thealternate route provided, wherein determining whether the route followedby the deviating communication device is more effective than thealternative route provided includes instructions that further cause theprocessor to: determine a system recovery time for the traffic system,wherein the system recovery time defines the amount of time for thetraffic system to recover after experiencing a traffic incident; anddetermine that the route produces a quicker system recovery than thealternative route provided; alter, when the route followed by thedeviating communication device is determined to be more effective thanthe alternative route provided, subsequent traffic control instructionsto include the route; and send the subsequent traffic controlinstructions to one or more communication devices associated with thevehicles determined to be in the path having turbulence, wherein thesubsequent traffic control instructions include the route away from theturbulence.
 9. The system of claim 8, wherein the system recoveryincludes an impacted operating state, a mitigated operating state, arecovery state, and a normal operating state.
 10. The system of claim 8,wherein the instructions further cause the processor to determinewhether the route followed by the deviating communication device is moreefficient in time and/or cost than the alternative route provided. 11.The system of claim 8, wherein the first traffic control instructionsincluding the alternate route are configured to be displayed by agraphical user interface (GUI) of the one or more communication devices.12. The system of claim 11, wherein the first traffic controlinstructions including the alternate route are determined based on anassumed destination of the one or more communication devices withoutreceiving an entered destination from the one or more communicationdevices.
 13. The system of claim 12, wherein the assumed destination ofthe one or more communication devices is based at least partially ontravel information associated with the one or more communicationdevices.
 14. The system of claim 13, wherein the instructions furthercause the processor to: send a confirmation message to the one or morecommunication devices, and wherein the assumed destination is verifiedor rejected by a user of a communication device by providing an input atthe GUI of the communication device.
 15. The system of claim 8, whereinthe route followed by the deviating communication device is determinedto be less effective than the alternative route provided, and whereinthe instructions further cause the processor to: send feedback to thedeviating communication device including information about theeffectiveness of the alternative route ignored, wherein the informationabout the effectiveness includes information regarding a saved time orsaved fuel missed by ignoring the alternative route provided.
 16. Aserver comprising: a processor; and a computer readable storage mediumcomprising instruction that, when executed by the processor, cause theprocessor to: determine, based at least partially on informationreceived from a plurality of roadside traffic monitoring devicesdisposed along paths in the traffic system, a traffic flow turbulencealong the path in the traffic system; send first traffic controlinstructions to one or more communication devices associated withvehicles determined to be in the path having turbulence, wherein thefirst traffic control instructions include an alternate route away fromthe turbulence, and wherein the first traffic control instructions areconfigured to be displayed by a graphical user interface (GUI) of theone or more communication devices, monitor whether the one or morecommunication devices receiving the first traffic control instructionsare following the alternate route provided, wherein the monitoringincludes tracking movement information associated with a user of the oneor more communication devices; predict, when at least one deviatingcommunication device in the one or more communication devices is notfollowing the alternate route provided, a route the deviatingcommunication device is following; determine whether the route followedby the deviating communication device is more effective than thealternative route provided, wherein determining whether the routefollowed by the deviating communication device is more effective thanthe alternative route provided includes instructions that further causethe processor to: determine a system recovery time for the trafficsystem, wherein the system recovery time defines the amount of time forthe traffic system to recover after experiencing a traffic incident; anddetermine that the route produces a quicker system recovery than thealternative route provided; alter, when the route followed by thedeviating communication device is determined to be more effective thanthe alternative route provided, subsequent traffic control instructionsto include the route; and send the subsequent traffic controlinstructions to one or more communication devices associated with thevehicles determined to be in the path having turbulence, wherein thesubsequent traffic control instructions include the route away from theturbulence.
 17. The server of claim 16, wherein the instructions furthercause the processor to determine whether the route followed by thedeviating communication device is more efficient in time and/or costthan the alternative route provided.
 18. The server of claim 16, whereinthe system recovery includes an impacted operating state, a mitigatedoperating state, a recovery state, and a normal operating state.
 19. Theserver of claim 16, wherein the first traffic control instructionsincluding the alternate route are configured to be displayed by agraphical user interface (GUI) of the one or more communication devices.20. The server of claim 19, wherein the first traffic controlinstructions including the alternate route are determined based on anassumed destination of the one or more communication devices withoutreceiving an entered destination from the one or more communicationdevices, and wherein the assumed destination of the one or morecommunication devices is based at least partially on travel informationassociated with the one or more communication devices.